Brake mechanism for railway cars



Oct. 19,1926. 1,503,745

P. B. CAMP ET AL BRAKE MECHANISM FOR RAILWAY CARS 2 Sheets-Sheet 1 Filed April 24, 1926 Per Oct. 19 1926. 1,603,745 P. B. CAMP ET AL BRAKE MECHANISM FOR RAILWAY CARS 7 Filed pril 24, 1926- 2 SheetsSheet 2 v But/731217 5:

P27 915, if @7 19 Q 75212 BLUZS c/Z Patented Oct. 19, 1926.

UNITED STATES PATENT OFFICE.

PERCY B. CAMP, HAYWOOD, AND HERBERT E. BARTSCH, OF CHICAGO, ILLINOIS, ASSIGNORS TO UNIVERSAL DRAFT ATTACHMENT CO., OF CHICAGO, ILLINOIS,

.A CORPORATION OF ILLINOIS.

BRAKE MECHANISM FOR RAILWAY CARS.

Application filed April 24, 1926. swarm. 104,275.

This invention relates to railway cars and has for its principal object to facilitate the addition of a multiplying lever to the hand brake. Other objects and advantages will become apparent as the description is read in connection with the accompanying drawings, in which- Fig. 1 is a diagrammatic side elevation of a brake mechanism embodying the invention- Fig. 2 is an enlarged side elevation of one end of a hopper car equipped with the in-' vention;

Fig. 3 is a horizontal section taken on the line 33 of Fig.2;

Fig. 4 is a vertical section taken on the line 4-4 of Fig. 3;

Fig. 5 is a horizontal section taken on the line 5-5 of Fig.4;

' Fig. 6 is an end view of a fragment looking from the right in Fig. 2; and

Fig. 7 is a vertical sectional view taken on the line 77 of Fig. 5.

In Fig. 1, 10V indicates the wheels of a truck and 11 brake shoes adapted to be applied to the wheels by a foundation brake gear including brake evers 12, brake lever connection 13, levers 14, connectlons 15, 16 and 17, and the cylinder lever 18. All of these parts, except the cylinder lever 18, may be selected from conventional structures.

The foundation brake gear is operated to apply the brakes by means of an air cylinder 19, and a hand power device represented by the conventional brake stafi 20. When this mechanism is mounted upon a car, including a hopper body 21 having an inclined end, or bottom wall 22 extending upwardly adj acent to the end of the frame 23, the avail- 40 able space is extremely limited and difficulty is experienced in' equlpping the hand power device with means to multiply its power sufli ciently to apply the brakes, with a pressure comparable to that when they are applied by the air cylinder 19.

According to this invention, the usual push rod for the cylinder is replaced by a push rod 24 having spaced vertical flanges 25 (Fig. 5) forming an elongated jawperforated at 26 to receive a fulcrum or pivot pin 27, also elongated. Mounted on the pin is a multiplying lever 28, here shown of the form disclosed in atent to Wrigley, No. 1,567 ,407 which inclu es a drum surface 29 of short radius and a drum surface 30 of long radius, both adapted to cooperate with the chain 31 to quickly take up the slack and then afford the necessary leverage for the application of the brakes.

The detailed operation is fully set forth in the Wrigley patent and in the interest of brevity will be omitted here.

On the outside of each flange 25 is a link 32 pivoted on the pin 27 and extending towards the cylinder 19. Adjacent to their otherwise free ends the links are equipped with trunnions 33 projecting in opposite directions and perforated to receive pins 34. The conventional cylinder lever is replaced by the lever 18 which is formed of two bars having their ends tapered and rounded, as indicated at 35, Fig. 2, and secured together by rivets 36. Adjacent to the ends the bars are spread apart forming inclined portions 37 (Fig. 7) which terminate in parallel portions 38, perforated at 39 to receive the trunnions 33, whereby the lever is operatively connected to the push rod 24 through the links 33 and the flanges 25 of the jaw. The upper end of the lever is perforated to receive a fulcrum pin 139 and the lower end is perforated to receive a pin 40 for attaching it to the connection 13.

The ends of the links 32 "opposite to the pin 27 are provided with downwardly and inwardly extending flanges 41, the free ends of which lie beneath the end portions of the flanges 25, as best illustrated in Figs. 4 and 7.

The brake shaft ste and chain anchor, generally-indicated in ig. 2 by the reference numeral 42, is made in a sin le casting including an upright flange 43 gFigs. 4, 5 and 6), a horizontal flange 44, gussets 45 and a tubular chain anchor 46. The tubular anchor is placed below the flange 44 and joins the flange 43 at its rear end, the latter being cut away in alignment with the bore of the tube to admit the dead end of the chain 31. The front or right end ofthe tubular anchor as itis vlewed' in Figs. 4, 5 and 6, is provided with a plurality of slots 47 of different length, adapted to receive a link 48 of the chain 31 whereby it may be readily adjusted to take up slack in the brake rigging. The flange 44 is provided with a boss 49 bored to receive the lower end 50 of the brake shaft 20. at one side of the axis of the tubular chain anchor, as best illustrated in Fig. 6.

This construction, and other forms embodying the invention, permit the multiplying lever 28 to be mounted between the cylinder and the end of the car with ample room for operation even when the brake shoes are well worn and the maximum amount of movement is required. The elongated jaw extending through or being straddled by the cylinder lever 18, permits the lever, or sheave, 28 to revolve freely and at the same time enables the cylinder lever to assume its normal position with relation to the remainder of the foundation brake gear, the car frame, and the cylinder 19.

The combined brake step and anchor makes a simple and compact mounting for the staff and the dead end of the chain, which maintains the proper relation between the staff and the chain and permits these two to be arranged in proper relation to'the push rod 24, whereby the pull of the chain developed by rotating the shaft is applied in the most advantageous manner. Mounting the cylindrical anchor in the angle between the flanges results in a stiffening and bracing of the brake shaft step, enabling it to withstand the hard usage to which it is put. The flanges 41 with the trunnions 33 give the push rod and attached parts support on the cylinder lever.

We claim as our invention:

1. In a brake mechanism for railway cars, brakes, an air cylinder, at hand power device, a push rod for the cylinder, spaced vertical flanges on the push rod forming an elongated jaw, a split cylinder lever astride the jaw and operatively connected with the brakes, means for pivotally connecting the cylinder lever to the jaw, a multiplying lever mounted in the jaw and cooperating with the hand power device.

2. In a brake mechanism for railway cars, brakes, an air cylinder, a hand power device, a push rod for the cylinder, spaced vertical flanges on the push rod forming an elongated jaw, links alongside the flanges and pivoted to their ends remote from the cylinder, a split cylinder lever astride the jaw and pivoted to the links and a multiplying lever cooperating with the hand power device and mounted in the jaw.

3. In a brake mechanism for railway cars, brakes, an air cylinder, a hand power device, a push rod for the cylinder, spaced vertical flanges on the push rod forming an elongated jaw, a pin in the jaw at the end remote from the cylinder, a sheave mounted on the pin and having drum surfaces of difl'erent radii, a chain on the sheave and connected with the hand power device, a link pivoted to the pin and a cylinder lever pivoted to the link and operatively connected with the brakes.

4. In a brake mechanism for railway cars, brakes, an air cylinder, 9. hand power device, a push rod for the cylinder, spaced vertical flanges on the push rod forming an elongated jaw, a divided cylinder lever having an arm on each side of the jaw and pivoted thereto, means connecting the cylinder lever to the brakes, a rotatable multiplving lever in the form of a sheave pivoted in the jaw and a chain connecting the multiplying lever with the hand power device.

5. In a brake mechanism for railway cars, a commercial unit including a push rod having an elongated jaw, links pivoted adjacent to the free end of the jaw and a split cylinder lever pivoted to the links.

6. In a brake mechanism for railway cars, a commercial unit including a push rod having an elongated jaw, a sheave pivoted in the jaw, links pivoted adjacent to the free end of the jaw and a cylinder lever astride the jaw and pivoted to the links.

7. In a brake mechanism for railway cars, a commercial unit comprising a cylinder lever formed of two bars secured together at their ends and spread apart between their ends, said bars being perforated adjacent to their ends and at an intermediate point.

8. In a brake mechanism for railway cars,

a combined anchor and brake shaft step including an upright flange, a horizontal flange having a bearing for a brake shaft and an anchor in the angle between the flanges and adapted to secure a brake chain.

9. In a brake mechanism for railway cars, a combined anchor and brake shaft step including an upright flange, a horizontal flange having a bearing for a brake shaft, and a tubular chain anchor extending along beneath the horizontal flange and having one end connected with the upright flange.

10. In a brake mechanism for railway cars, a combined anchor and brake shaft step including an upright flange, a horizontal flange having a bearing for a brake shaft,

11. In a brake mechanism for railwaycars, brakes, an air cylinder, a hand power device, a push rod for the cylinder, spaced vertical flanges on the push rod forming an nected with the hand power device, links pivoted on the pin outside the flanges of the jaw and projecting towards said cylinder, a cylinder lever pivoted to the links and operatively connected with the brakes and flanges on the links adjacent to the cylinder lever 10 and projecting beneath the jaw.

In testimony whereof we affix our signatures.

PERCY B. CAMP. HERBERT E. BARTSGH. 

